|Publication number||US5831411 A|
|Application number||US 08/680,355|
|Publication date||Nov 3, 1998|
|Filing date||Jul 15, 1996|
|Priority date||Jul 14, 1995|
|Also published as||DE19525697A1, EP0753924A2, EP0753924A3, EP0753924B1|
|Publication number||08680355, 680355, US 5831411 A, US 5831411A, US-A-5831411, US5831411 A, US5831411A|
|Inventors||Norbert Klauer, Manfred Schleich|
|Original Assignee||Bayerische Motoren Werke Aktiengesellschaft|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (28), Non-Patent Citations (1), Referenced by (19), Classifications (10), Legal Events (4)|
|External Links: USPTO, USPTO Assignment, Espacenet|
The invention relates to a method for supplying voltage to a motor vehicle with a storage battery, a generator driven by the engine of the vehicle, and a device for regulating the engine idle rpm as a function of the respective operating state of the battery.
In a known method of this type, an adjustment is made on the basis of the measured discharging current of the storage battery as described in German Patent document DE 37 29 968 C. A setting which is based only on the situation at the moment does not take into account the load on the battery during the immediately previous time period. The amount of fuel consumption by the engine is only the consequence of an attempt to balance the charging balance. This known method, however, does not take into account the need to keep the fuel consumption of the engine as low as possible.
The goal of the invention is to provide a method of the above-mentioned type whose primary goal is to reduce fuel consumption while taking into account the operating state of the battery.
The invention achieves this goal by a method for supplying voltage to a motor vehicle with a storage battery, a generator driven by the engine of the vehicle, and a device for regulating the engine idle rpm as a function of the respective operating state of the battery. The device for regulating the idle rpm is subject to a regulating signal that depends on the charge state of the battery.
In contrast to the known method, the primary goal of the invention is to reduce fuel consumption. The idle rpm is reduced for as long as the charge state of the battery permits. This also occurs when the charge balance is negative, i.e. the discharging current exceeds the charging current of the battery. A prerequisite is that the load on the battery during the preceding time interval is taken into account. The basic consideration in this regard is that in an operating mode of the vehicle in which an optimum charge state of the battery becomes established, a subsequent negative charge balance of the battery can be readily accepted provided the charge state does not fall below a critical threshold. For example, if the motor vehicle is driven for one hour or more at high speed and only a few electrical consumers are switched on during this time, it is highly likely that the charge state of the battery will be optimum. Subsequent idle operation of the vehicle, typically city driving following a previous expressway drive, with a frequent series of stops at traffic signals, can take place with the lowest possible idle rpm during these idle operating phases if a negative charge balance appears during these idle phases. The optimally charged battery handles such charge deficits without difficulty. The consequence is a correspondingly low fuel consumption, reflected in turn in a significantly reduced environmental impact.
Assuming that a charge deficit exists, the idle rpm can be increased under various alternatives and/or additional conditions. One of these possibilities, undershooting a corresponding threshold value for the charge state, has already been described. Another alternative includes the expiration of a preset time interval during which a charge balance deficit occurs. This deficit can be offset against intermediate overcharging, such as usually occurs when a motor vehicle is driven.
Another contemplated alternative consists in taking the battery voltage itself into account as an additional criterion. If this voltage drops below a preset value, to approximately 11.5 V in a 12 V system, the idle rpm can be increased even if the charge balance itself does not make an rpm increase necessary. This results in additional protection being provided by the method according to the invention for the case of a battery that is not completely at capacity.
Another criterion for determining the charge balance can be the temperature of the battery. The temperature can be determined directly by a temperature sensor in or on the battery or indirectly from the engine or intake air temperature.
The charge balance itself can be determined from information about the consumers that are switched on. One suitable method, which operates without current measurement and is based only on a comparison of counting frequencies, and which is composed of the sum of the discharging counterfrequencies assigned individually to the individual consumers and is compared with a corresponding charging counterfrequency, is known for example from German Patent document DE 41 12 987 C2. Of course, the charge balance can also be determined by a current measurement of the charging and discharging currents, as is known from German Patent document DE 37 29 968 A1.
The evaluation of the information about the consumers that are switched on can also be supplied via a data bus to a generator control device to which the consumers and the generator are connected.
The invention is described in greater detail with reference to graphs from which the essential functional relationships can be derived.
Other objects, advantages and novel features of the present invention will become apparent from the following detailed description of the invention when considered in conjunction with the accompanying drawings.
FIGS. 1A-1C are graphs showing the explanation of the theory of the invention; and
FIGS. 2A-2D are additional graphs to explain how the battery temperature affects the method according to the invention.
In graph "a" of FIG. 1, the rpm of a motor vehicle is plotted against time. During a first time interval of one hour, for example, an expressway drive takes place at an average rpm of 1500 rpm. During a subsequent city drive, there are frequent stops for traffic signals. In order to make the effect of the invention particularly clear, uninterrupted operation at rest is assumed in which the engine runs at a preset minimum idle rpm of 600 rpm.
If one looks at the charge balance provided for comparison in graph 1b for this operation, a positive charging availability for the battery (not shown) is available during the expressway drive. This is symbolized by a value of +15, which can be the value of the strength of the charging current i in A (=amperes). The battery is maximally charged at the end of the expressway trip. This is clear from graph 1c which symbolizes the charge state of the battery. Beginning with a state in which the battery is not yet maximally charged, it reaches its maximum charge state as a result of the excess charging current, and retains this maximum charge until the beginning of the city drive marked "idle" in graph 1a.
During this idle phase, a negative charging current appears, i.e. the battery is being discharged. This is symbolized in graph 1b by the negative curve and the number -10 which represents the strength of the discharging current. This results in a deterioration of the charge state of the battery. If the latter has decreased by a specific value Δ relative to the maximum value, the idle rpm of the engine is increased continuously until the charge balance of the battery is balanced. In graph 1c, this balanced state is indicated by a horizontal path of the charge state curve. In graph 1b, this is indicated by an increase in the charging current to a value of zero, i.e., there is neither an excess nor insufficiency of the charge current, i=0. Zero means that the charging and discharging currents are exactly in balance.
In graph 1a, this increase in rpm is recognized by an increase in the rpm from 600 to 700 rpm.
If additional electrical consumers are switched on, the charge balance curve in graph 1c declines. This decline, however, is arrested by the rpm of the engine being increased from 700 to 750 (graph a) so that, after an initial interruption of the charging current, a gradual increase to a value of zero takes place.
Hence, it is clear that if the charge state of the battery has an optimum value, the adjustment is not made directly to the current charge balance of the battery but the engine rpm is initially held at a minimum value of 600 rpm in order to keep fuel consumption and hence environmental impact as low as possible. The engine rpm is increased only if the charge balance remains unbalanced. It merely serves the goal of preventing deterioration of the charge state of the battery. The increase in rpm which is then unavoidable takes place only to the extent that it is required to bring the charging current to a value of zero. This takes place even when the charge state of the battery is relatively far from the maximum state (see the immediately preceding part of the charge state curve). It is only if the charge state threatens to drop below a lower limit that the maximum possible idle rpm of 1000 rpm for example is set. This lower limit, is symbolized in graph 1c by a horizontal dashed line.
In FIG. 2, the situation for the case of an extreme load on the battery is described. This involves an engine start at low temperature followed by idle. The curve of engine rpm as a function of time is shown in graph 2a. The numerical values 700 and 750 characterize the engine rpm values that occur.
The charging current shown in graph 2c is highly negative during the starting process and is symbolized by the number -50. The charge state shown in graph 2d is likewise remote from the optimum state--indeed it deteriorates sharply during the starting process as indicated by a comparison with the graph in FIG. 1c.
In order to obtain information about the performance of the battery for such cases and to improve upon it, taking fuel consumption into account, the battery voltage UBAT is also measured and taken into account. This voltage UBAT has before, during, and after the starting process, the pattern shown in graph 2b and assumes values of 13, 10, and 14 V, respectively. The measured value of 10 V, in conjunction with the measured starting process, means that the engine rpm set after the start assumes a value of 750 rpm in order to produce a positive charging current (graph 2c) for a certain time interval of 10 minutes. During this time, the charge state recovers (graph 2d). When it approaches the optimum value range, the idle rpm is reduced to 700. The charging current i is then zero. This approach is symbolized by the symbol Δ in graph 2d.
In contrast to known regulating devices for idle rpm of the engine, it is not the current charging/discharging current that is taken into account, but rather the charge state of the battery. In FIG. 2, this is indicated by the fact that the charging current i, following the initial collapse of the charge balance of the battery, is set by regulating the engine rpm not to a value of zero but to a positive value.
Determination of the charging current i and hence the charge balance I can be performed with a current transformer as a measuring instrument, said transformer resting on the positive cable of the battery. The charging current i, however, can also be determined indirectly by taking into account the consumers that are switched on as well as the measured engine rpm and by measuring the battery voltage UBAT as well. The information about the consumers that are switched on can be provided on-board with the aid of a data bus that transmits the nature and duration of the consumers that are switched on to an engine control device. From this data, the control device determines, possibly taking into account the value of the battery voltage, the charge state of the battery as a pattern and regulates the idle rpm as shown, with the goal of keeping the fuel consumption as low as possible.
Although the invention has been described and illustrated in detail, it is to be clearly understood that the same is by way of illustration and example, and is not to be taken by way of limitation. The spirit and scope of the present invention are to be limited only by the terms of the appended claims.
|Cited Patent||Filing date||Publication date||Applicant||Title|
|US4424477 *||Nov 16, 1981||Jan 3, 1984||Nissan Motor Company, Ltd.||Apparatus for preventing a vehicle battery from being overdischarged|
|US4441471 *||Oct 19, 1981||Apr 10, 1984||Robert Bosch Gmbh||Apparatus for regulating the idling rpm of internal combustion engines|
|US4527112 *||Dec 14, 1983||Jul 2, 1985||Herman Charles A||Engine speed control circuit for emergency vehicle|
|US4553516 *||Feb 22, 1984||Nov 19, 1985||Honda Giken Kogyo Kabushiki Kaisha||Idling rpm control method for an internal combustion engine adapted to improve fuel consumption characteristic of the engine|
|US4611560 *||Apr 7, 1984||Sep 16, 1986||Mitsubishi Denki Kabushiki Kaisha||Idling speed control system of an internal combustion engine|
|US4633093 *||Jan 17, 1985||Dec 30, 1986||Honda Giken Kogyo Kabushiki Kaisha||Method of feedback-controlling idling speed of internal combustion engine|
|US4661760 *||Jun 1, 1984||Apr 28, 1987||Honda Giken Kogyo Kabushiki Kaisha||Control system for engine-driven generator|
|US4766862 *||Dec 24, 1987||Aug 30, 1988||Honda Giken Kogyo Kabushiki Kaisha||Idling speed-up control apparatus internal combustion engine|
|US4794898 *||Feb 29, 1988||Jan 3, 1989||Nippondenso Co., Ltd.||Apparatus and method for engine idle speed control|
|US5054446 *||Jan 31, 1991||Oct 8, 1991||Mitsubishi Denki Kabushiki Kaisha||Idle revolution speed control apparatus for an internal combustion engine|
|US5153446 *||Nov 22, 1991||Oct 6, 1992||Mitsubishi Denki K.K.||Control apparatus of rotational speed of engine|
|US5402007 *||Nov 4, 1993||Mar 28, 1995||General Motors Corporation||Method and apparatus for maintaining vehicle battery state-of-change|
|US5614768 *||May 2, 1995||Mar 25, 1997||Mitsubishi Denki Kabushiki Kashia||Engine control device for controlling the output power of an engine operating under varying electric load conditions|
|DE3618868A1 *||Jun 5, 1986||Dec 11, 1986||Fuji Heavy Ind Ltd||Ladesystem fuer einen kraftfahrzeugmotor|
|DE3729968A1 *||Sep 7, 1987||Mar 16, 1989||Opel Adam Ag||Motor vehicle voltage supply device|
|DE3823003A1 *||Jul 7, 1988||Jun 15, 1989||Swf Auto Electric Gmbh||Drive unit, in particular for a wiper system for the headlamps of motor vehicles|
|DE4112987A1 *||Apr 20, 1991||Oct 22, 1992||Bosch Gmbh Robert||Sec. cell battery charge state measurement circuit - has up=down counter operating at different count rates for charging and discharging|
|DE4200806C1 *||Jan 15, 1992||Jan 28, 1993||Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De||Speed control for IC engine auxiliary - determines power requirement and raises idling rpm if necessary|
|DE4212819A1 *||Apr 16, 1992||Oct 22, 1992||Mitsubishi Electric Corp||Fahrzeug-steuervorrichtung|
|DE4219555A1 *||Jun 15, 1992||Jan 7, 1993||Siemens Ag||Installation arrangement in building system applications - has sections of serial bus system for connecting participant stations with receivers controlling several transmitters|
|DE4241012A1 *||Dec 5, 1992||Jun 9, 1994||Blaupunkt Werke Gmbh||Anordnung zum automatischen Abschalten eines in einem Kfz betriebenen Autoradio|
|DE4339568A1 *||Nov 19, 1993||May 24, 1995||Bosch Gmbh Robert||Verfahren zur Ermittlung des Ladezustandes einer Batterie, insbesondere einer Fahrzeug-Starterbatterie|
|DE4422329A1 *||Jun 27, 1994||Jan 19, 1995||Volkswagen Ag||Method and device for operating an electrical system of an electrical vehicle|
|DE4422992C1 *||Jun 30, 1994||Jun 29, 1995||Siemens Ag||Battery supply testing for esp. electronic hand-held remote control for vehicle locking system|
|EP0164890A1 *||May 8, 1985||Dec 18, 1985||Hewlett-Packard Company||Battery-powered computing apparatus including a battery charge level indicating arrangement|
|EP0652621A2 *||Oct 13, 1994||May 10, 1995||General Motors Corporation||Method and apparatus for maintaining the state of charge of a battery|
|JPH04299034A *||Title not available|
|JPH05316666A *||Title not available|
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US6573614 *||Aug 27, 2001||Jun 3, 2003||Martin J. Doll||Device and method for control of motor vehicle engine idle RPM to prevent disruptive battery discharge|
|US7912618||Jan 22, 2008||Mar 22, 2011||Honda Motor Co., Ltd.||Backup relay cut control system|
|US7983812||Aug 4, 2008||Jul 19, 2011||Scott Potter & Associates, Llc||Method and apparatus for managing battery power in emergency vehicles|
|US7986055||Jan 22, 2008||Jul 26, 2011||Honda Motor Co., Ltd.||Adjustment of control strategy based on temperature|
|US8030881||Jan 22, 2008||Oct 4, 2011||Honda Motor Co., Ltd.||Battery control system and method|
|US8217631||Feb 18, 2009||Jul 10, 2012||Honda Motor Co., Ltd.||ACG output voltage control|
|US8334679||Jan 22, 2008||Dec 18, 2012||Honda Motor Co., Ltd.||ACG output voltage control|
|US8823204 *||Feb 28, 2011||Sep 2, 2014||Honda Motor Co., Ltd.||Vehicle electric load system|
|US20090183712 *||Jan 22, 2008||Jul 23, 2009||Richard Owens||Idle speed adjustment system|
|US20090184578 *||Jan 22, 2008||Jul 23, 2009||Richard Owens||Adjustment of control strategy based on temperature|
|US20090184579 *||Jan 22, 2008||Jul 23, 2009||Owens Jr C Richard||Backup relay cut control system|
|US20090184686 *||Jan 22, 2008||Jul 23, 2009||Owens Jr C Richard||Battery control system and method|
|US20090184692 *||Feb 18, 2009||Jul 23, 2009||Honda Motors Co., Ltd.||Acg output voltage control|
|US20100030431 *||Aug 4, 2008||Feb 4, 2010||Scott Potter & Associates, Llc||Method and apparatus for managing battery power in emergency vehicles|
|US20120217798 *||Feb 28, 2011||Aug 30, 2012||Honda Motor Co., Ltd.||Vehicle electric load system|
|US20130241502 *||Mar 16, 2012||Sep 19, 2013||Bell Helicopter Textron Inc.||Regulating Generators Using Battery Charge Information|
|US20140032024 *||Jul 9, 2013||Jan 30, 2014||MAGNA STEYR Engineering AG & Co KG||Method for operating a hybrid vehicle|
|EP1256156A1 *||Jan 2, 2001||Nov 13, 2002||Detroit Diesel Corporation||Method for engine control|
|EP1256156A4 *||Jan 2, 2001||Dec 12, 2007||Detroit Diesel Corp||Method for engine control|
|U.S. Classification||290/40.00R, 123/339.18, 290/50, 290/40.00A, 320/162, 320/152|
|International Classification||H02J7/04, H02J7/14|
|Jul 15, 1996||AS||Assignment|
Owner name: BAYERISCHE MORTOREN WERKE AKTIENGESELLSCHAFT, GERM
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:KLAUER, NORBERT;SCHLEICH, MANFRED;REEL/FRAME:008123/0435
Effective date: 19960702
|Apr 30, 2002||FPAY||Fee payment|
Year of fee payment: 4
|May 2, 2006||FPAY||Fee payment|
Year of fee payment: 8
|Apr 28, 2010||FPAY||Fee payment|
Year of fee payment: 12